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2014 Infiniti Q50

Avoiding An Identity Crisis... For Now
Infiniti is a brand that has been quietly undergoing major upheaval - and not just with the numbers and letters on its trunklids. Back in December, Nissan's premium brand rankled fans and pundits by announcing it would redo its alphanumeric nomenclature, yet that decision was but a PR speedbump - there are bigger fish to fry. After all, this is a marque that was on the chopping block just a couple of years ago, and now it has a major opportunity to succeed thanks to new investment, new independence (Infiniti is now responsible for its own design, engineering, marketing, quality and human resources), a new global headquarters in Hong Kong, and new marching orders from new leadership that calls for a revitalized and expanded portfolio.
Yet if you think that the Q-based naming convention is the first sign of the brand's new direction, you might have missed Infiniti's biggest signal flare: the 2013 JX crossover. Fine premium three-row crossover that it may be, it's still the first Infiniti in ages that operates without a scintilla of driving entertainment at the core of its genetic makeup. (The last - and perhaps only - previous example was also Pathfinder-based, the 1997 QX4). To be fair, three-row CUVs have a laundry list of priorities before driving enjoyment figures in, but the message the JX (henceforth known as the QX60) sends is clear: Infiniti is going after more segments and more customers. Plans are afoot to expand the company's product line by a whopping 60 percent over the next five years, and in short, that means Infiniti is no longer content to be the unsung Japanese BMW - it needs vehicles that satisfy a wider swath of consumers. Despite all this, Infiniti officials we spoke with were keen to assert that driving pleasure remains very much core to their mission, and to that of this 2014 Q50 in particular.

2014 Infiniti Q50 priced at $37,605*

Infiniti has released full pricing information for its new 2014 Q50 line, which, as you're probably aware, replaces the well-liked G-series sedan. You may be wondering why this is news, as Infiniti announced pricing for its new Q50 sedan back in March. Apparently, though, those earlier prices applied only to the special pre-sell offer announced earlier this year and are only good for cars ordered by October 31, 2013.
Starting in November, base 2014 Q50 models with the automaker's 328-horsepower 3.7-liter V6 engine will begin at $37,605 (*including a $905 destination fee), while the sportier Q50S model will begin at $44,105. Adding all-wheel drive to either model costs an additional $1,800 over the standard rear-wheel-drive models. Regardless of engine or whether it's rear- or all-wheel drive, the Q50 comes with a seven-speed automatic transmission.
Opting for the 2014 Infiniti Q50 Hybrid will get the buyer a powertrain consisting of a 3.5-liter V6, a 50kW electric motor and a lithium ion battery that offers up a total power output of 354 hp and a highway fuel mileage rating of 36 miles per gallon, all for a starting price of $44,855, which includes the Premium group. The most expensive version of the new sedan is the Q50S Hybrid with all-wheel drive. That model carries an MSRP of $49,055.

2016 Infiniti Q50 Red Sport 400 First Drive

When the original Infiniti Q50 arrived to replace the long-lived G Sedan, our reaction was lukewarm. It lacked poise, refinement, and efficiency, and we hated the Direct Adaptive Steer system. We originally thought of this steer-by-wire system as, "technology for the sake thereof." Infiniti is hoping to address these shortcomings with the 2016 Q50. It gets a new and far improved version of DAS, and a 3.0-liter, twin-turbo V6 sits atop a diversified powertrain family. And at the top of the ladder sits this: the Q50 Red Sport 400. The Red Sport's all-aluminum 3.0-liter V6 pumps out 400 horsepower and 350 pound-feet of torque, the latter of which can be called upon between 1,600 and 5,200 rpm. That low-end thrust is what's most evident out on the road – everything from standing starts to freeway passes are effortless. It's actually kind of ferocious – the tachometer needle climbs relentlessly, and the engine feels strong and purposeful all the way up to its 7,000-rpm redline. It's a refined and smooth powerplant, too, which is a tremendous improvement over the old 3.7-liter V6. The sensations the revised Direct Adaptive Steer system delivers are comparable to the average, modern, electric power-assisted setup. The bigger accomplishment is Infiniti's second-generation Direct Adaptive Steering system. Owners can choose from three steering weights and three levels of responsiveness, but steering adjustments feel more incremental rather than dramatic, so you won't be jarred if you suddenly switch from an aggressive mode to a more comfortable setup. Computer wizardry still can't match natural feedback, but the sensations the revised Direct Adaptive Steer system delivers are comparable to the average, modern, electric power-assisted setup. Make no mistake, that's a huge improvement and it means DAS performs far better dynamically, especially when you ask for its most aggressive behavior. See the differences between the different modes in the video below. Even half-throttle situations in the standard drive mode required counter-steering. Direct Adaptive Steer feels perfectly fine during everyday driving. We spent about 75 percent of our time testing a DAS-equipped car, but hopped into a non-DAS model a the short, 20-mile drive back to our hotel. DAS felt more stable and easy to track down the road – it didn't require the constant, tiny steering inputs of the traditional system.